Sporty personality complements Green intentions

By Brian Harper, Postmedia News

Originally published: April 18, 2013

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The words “fuel efficient” and “sporty” have generally been mutually exclusive. But, with the addition of a turbocharger bolted to a diminutive and lightweight 1.4-litre four-cylinder gas engine and the decision to connect that engine — in combination with a lithium-ion battery pack — to a seven-speed DSG (dual-clutch) automatic transmission instead of the conventional continuously variable kind, Volkswagen has brightened the day of more than one eco-minded boy racer.

It would be just a tad presumptuous to classify the Jetta Turbo Hybrid as a sport sedan, yet it most definitely brings a fun-to-drive nature to what is a fairly somnolent car segment. No, it won’t spread fear among the yahoos burning rubber at various Friday night stoplights, but it does punch above its weight, the gasoline-fed turbo four bringing 150 horsepower to the table. Along with the 27-hp electric motor, the combined powertrain system generates a total of 170 hp, plus 184 pound-feet of torque starting at a low 1,600 rpm.

Should you decide to forego your commitment to fuel efficiency and give in to the temptation of leaving the Civic in the next lane in your dust, slot the shifter over to the “S” position or in to the manual mode and have at it. Doing so allows the drive system to react to a heavy right foot by applying the full 170 hp available from the gas/electric system. The Jetta Hybrid will reach 100 kilometres an hour from a standstill in less than 8.5 seconds, and the console-mounted selector (no paddle shifters are available) knocks off the upshifts without muss or fuss. You will have to upshift by ear, though, as there isn’t a tachometer — the Hybrid replaces it with the gee-whiz power meter that informs one of the car’s operating state — Charging, Eco or Boost. Being a latent scofflaw, I would prefer the tach.

The Jetta’s ride and handling are better than the average hybrid, although not in sporty territory. At 1,505 kilograms, the car is fairly lightweight for a hybrid, but is still about 100 kg more than a regular Jetta. The extra bulk is felt when cornering, though the suspension system does a good job of quelling overt motions.

Now, getting aggressive on the loud pedal is likely not on the minds of most consumers considering a hybrid. Fuel economy is the Jetta Hybrid’s raison d’être, even though VW has that angle well covered with the TDI Clean Diesel model. According to the company’s product planners, though, the Hybrid provides an alternative for those seeking optimal fuel efficiency. Now, the automaker says the Jetta Hybrid is about 20% less thirsty than the 2.0L gas model. In city traffic, the fuel economy advantage supposedly climbs to more than 30%. My week with the topline Highline tester ($34,025) resulted in a more than acceptable average of 6.1 L/100 km. My best average was 5.4 L/100 km — when my daughter and I drove some 80 kilometres from the suburbs to downtown Toronto and back — a trip that blended lightly travelled suburban streets, highway use and busier downtown roads. Though not as good as NRCan’s official ratings, that’s still impressive economy you can take to the bank. The one major-league downside is that the turbo engine requires premium unleaded. If it’s any compensation at all, the engine is stopped as soon as the car comes to a halt in city driving or stop-and-go traffic — provided the brake pedal is pressed and the battery is sufficiently charged. Also, when the Hybrid’s battery is charged, VW says the car can be driven up to almost two kilometres in pure electric mode.

Like other hybrids, the Jetta Hybrid uses regenerative braking, which feeds kinetic energy into the battery to be stored as electrical energy for use in the electric drive mode or for giving the powertrain some extra oomph. Interestingly, prior to braking, the decoupling clutch disengages the engine, so it’s the brakes that do all of the work rather than a combination of the brakes, drivetrain drag and engine torque. This means more kinetic energy is released back into the battery. As with many other hybrids, the Jetta’s brakes can be touchy, requiring a gentler application instead of a heavier foot to prevent them from grabbing.

Visually, VW distinguishes the Hybrid from other Jettas with aerodynamic modifications that include a new front air dam, a rear diffuser and an integrated rear spoiler — the combination reducing the Hybrid’s drag coefficient by 10% over that of a stock Jetta. In addition, the car is equipped with lightweight alloy wheels with low-rolling-resistance tires, plus the obligatory hybrid badging.

Frankly, I would prefer a sportier-looking ride to go with the car’s personality, especially if I’m forking over more than $34,000 for the Highline trim. Just because it’s a hybrid, doesn’t mean it can’t/shouldn’t look sexy — not everybody interested in good fuel economy is automatically a granola-eating, Birkenstock-wearing, lifetime member of the Sierra Club (not that there’s anything wrong with that) Prius owner. How about a GLI-flavoured eco-machine in Tornado Red with sport pedals and a set of killer alloy rims?

The same applies inside. Yes, the Highline has a full measure of modern conveniences, but the cabin layout —while complete and roomy enough for a family of four — is uninspired.

I won’t fault Volkswagen for hedging its bets. While hybrids currently account for about 3% of total vehicle sales, the company expects the segment to experience much stronger growth, especially compact-sized models. That said, the diesel-powered TDI is still a better deal, delivering real-world fuel economy on par or better than the Hybrid — as proven by Post Driving’s recent “A Tale of Three Jettas” comparison — while being significantly less expensive ($26,890 for the Highline TDI). Ultimately, the choice is yours. For those seeking superior fuel economy, though, it’s worth consideration that VW at least provides a choice.